DE102012105310A1 - Vehicle with a spring device with specifiable cross spring characteristic - Google Patents

Abstract

The present invention relates to a vehicle, in particular a rail vehicle, comprising a vehicle, in particular a rail vehicle, with a vehicle body (102) and a chassis unit (104), wherein the vehicle body (102) has at least one spring device (108) in a vehicle height direction on the chassis unit ( 104) is supported. The spring device (108) comprises a first contact element (109), a second contact element (110) and at least one spring unit (111), wherein the first contact element (109), the second contact element (110) and the at least one spring unit (111) kinematically are arranged in series between the car body (102) and the chassis unit (104). The first contact element (109) is arranged such that it is pivotably mounted in particular about a pivot axis (113.1) and associated with the second contact element (110) in such a way that the first contact element (109) deflects the car body (102) in a vehicle transverse direction, in particular under a pivoting movement about the pivot axis (113.1), the second contact element (110) contacts at different contact points (114.1) of at least one contact point curve (114).

Description

The present invention relates to a vehicle, in particular a rail vehicle, with a car body and a chassis unit, wherein the car body is supported on at least one spring device in a vehicle height direction on the chassis unit. The present invention further relates to a corresponding spring device of such a vehicle according to the invention.

In rail vehicles (but also in other vehicles) of the car body is usually resiliently mounted relative to the wheel units (for example, wheel pairs or sets of wheels), via one or more spring devices in a vehicle height direction. Transverse accelerations, which act, for example, when traveling in a transverse direction (ie transversely to the direction of travel or transverse to a vehicle longitudinal axis), in such vehicles usually cause a transverse deflection of the car body with respect to the wheel units, which must be absorbed by the spring devices.

In this case, there is often the problem that, depending on the design of the spring devices used, a desired transverse spring characteristic (ie a desired profile of the resistance of the spring device against the transverse deflection of the car body) can only be realized with comparatively complex means. The transverse spring characteristic is important both with regard to the ride comfort for the passengers but also with regard to the driving safety of the vehicle, for example its derailment safety.

In conventional spring systems, in particular in conventional spring systems with air springs and / or steel springs, however, the decisive criterion for the design of the spring characteristic is naturally first the support function in the vehicle height direction. However, this focus on the support of the car body in the vehicle height direction usually leaves little room for a simple adaptation of the transverse spring characteristic (ie the spring characteristic of the support in the vehicle transverse direction).

In such conventional designs, therefore, one or more separate spring elements and / or damping elements acting in the vehicle transverse direction are typically provided in order to adapt the transverse spring characteristic of the support of the car body to a desired course. As a result, however, the already comparatively high space requirement for such suspensions increases even further. This is particularly disadvantageous in modern rail vehicles with the comparatively high number of components to be arranged in the region of the chassis.

In particular, in connection with so-called low-floor vehicles are for example from the EP 1 029 764 A2 and the EP 1 264 750 A1 hydropneumatic or hydromechanical spring devices known, in which the recording of the supporting force between the car body and wheel unit via a hydraulic unit whose working space communicates via a hydraulic line with another working space of a hydropneumatic or hydromechanical spring unit in conjunction, which provides the spring action.

In these designs, the requirements of the available space are somewhat relaxed, since the spring unit can be arranged thanks to the hydraulic line to one of the (the supporting force mediating) hydraulic unit (almost) arbitrarily far away position at which sufficient space is available. However, here again the transverse spring characteristic can only be modified with a similar outlay as in the embodiments described above. Accordingly, one or more acting in the vehicle transverse direction spring elements and / or damping elements must also be provided here in order to adapt the transverse spring characteristic of the support of the car body to a desired course. Even with these designs, the disadvantages already described above arise with regard to the effort for their design.

In addition, the incorporation of transverse movements or transverse forces by the hydraulic unit is generally problematic in such designs. For example, the hydraulic unit from the EP 1 264 750 A1 take only very limited transverse movements or transverse forces, while this in the hydraulic unit of the EP 1 029 764 A2 Although possible, but is bought by a comparatively complex and susceptible to wear design with a rolling bellows.

The present invention is therefore based on the object to provide a vehicle or a spring device of the aforementioned type, which or which does not have the disadvantages mentioned above or at least to a lesser extent and in particular in a simple and space-saving manner an adaptation allows the transverse spring characteristic to a desired course.

The present invention solves this problem starting from a vehicle according to the preamble of claim 1 by the features stated in the characterizing part of claim 1. It further solves this problem by a spring device according to claim 15.

The present invention is based on the technical teaching that allows a simple and space-saving way to adapt the transverse spring characteristic to a desired course, when the spring device comprises a first contact element, a second contact element and at least one spring unit, the kinematically in series between the car body and the chassis unit are arranged, that the first contact element contacted at a deflection of the car body in a vehicle transverse direction, the second contact element at different contact points of at least one contact point curve.

About the first and second contact element, a coupling device in the kinematic chain between the car body, the spring device and the suspension unit can be realized, which translates a transverse movement of the car body relative to the chassis unit in a deflection of the spring unit in its main direction of action, in which they support the car body acts in the vehicle height direction. For the purposes of the present invention, the main direction of action is understood to be the direction in which the spring unit is primarily intended to achieve its spring action. For example, in a conventional cylindrical coil spring, this is the direction of the spring axis (that is, the center axis of the cylinder). Depending on the design or arrangement of the spring unit, the main direction of action of the spring unit may be parallel to the vehicle height direction, but it may also be inclined to the vehicle height direction.

The adaptation of the transverse spring characteristic to a desired course can, with a given spring characteristic of the spring device in the vehicle height direction or a predetermined spring characteristic of the spring unit in its main direction of action, be simply determined by the movement ratio between the transverse movement of the car body and the deflection of the spring unit in the movement defined by the course of the contact point curve Main direction of effect done. In other words, it is possible via the adjustment of the contact point curve in a simple manner to adjust the transverse spring characteristic without having to accept compromises in the optimization of the spring characteristic of the spring device in the vehicle height direction or the optimization of the spring characteristic of the spring unit in its main direction of action.

The motion translation realized via the first and second contact elements can be realized in any suitable manner, so that a sliding movement between the first and second contact elements along the contact point curve can be provided. Furthermore, the first and second contact element for movement translation at least partially perform purely translational movements.

Particularly simple to implement, robust and durable designs, however, arise when at least one of the two contact elements at least partially performs a rotational movement within the motion translation. In this case, then a rolling movement or at least one rolling movement between the two contact elements can be realized, which is not least from a wear point of advantage.

According to a first aspect, the present invention therefore relates to a vehicle, in particular a rail vehicle, with a vehicle body and a chassis unit, wherein the vehicle body is supported on at least one spring device in a vehicle height direction on the chassis unit. The spring device comprises a first contact element, a second contact element and at least one spring unit, wherein the first contact element, the second contact element and the at least one spring unit are arranged kinematically in series between the car body and the chassis unit. The first contact element is arranged and assigned to the second contact element such that the first contact element contacts the second contact element at different contact points of at least one contact point curve in a deflection of the car body in a vehicle transverse direction.

In order to achieve a rotational movement of one of the contact elements described at least in sections, it is preferably provided that the first contact element is pivotally mounted about a pivot axis and the second contact element is assigned such that the first contact element in a pivoting movement about the pivot axis of the second Contact element contacted at different contact points of at least one contact point curve.

It is understood here that in principle an arbitrary profile of the transverse spring characteristic of the spring device can be realized via the at least one contact point curve, which is adapted to the specific application, for example the vehicle type and / or the rated operating speed of the vehicle. In other words, it is possible to adapt the spring device without much effort for any vehicle.

So it can easily be adapted for a vehicle in the passenger transport with comparatively low nominal operating speeds (for example, a tram or a subway) as well like regional, intercity or high-speed traffic, which then have higher and higher rated operating speeds. Particularly well, the system according to the invention is suitable for vehicles with tilting technology, since the mechanical complexity of the tilt and suspension system can hereby be drastically reduced.

Depending on the degree of transverse deflection, constant and / or linear and / or progressive and / or declining courses of the resistance of the spring device can be adjusted against the transverse deflection of the car body, at least in sections.

In preferred variants of the vehicle according to the invention, the first contact element is pivoted at a transverse deflection of the car body to the chassis unit in the vehicle transverse direction, starting from a neutral position about the pivot axis, said at least one contact point curve defines a transverse spring characteristic of the spring means. The at least one contact point curve is formed in certain variants of the invention such that the spring device, at least in an adjacent to the neutral position Querlenklenkungsmittenbereich and / or at least in a spaced from the neutral position Quer Querlenkrichtung a progressive Querauslenkung a resistance to the Querauslenkung with at least partially progressive characteristics opposes.

This makes it possible in an advantageous manner, transverse deflections at certain, arbitrarily specifiable positions oppose increasing resistance. This can be achieved, for example, in the region of the neutral position (which is assumed when the vehicle is on a straight flat path) a passive self-centering effect, as will be explained in more detail below. Likewise, this increasing resistance in areas further from neutral can be used to accomplish the function of limiting movement typically provided by lateral stops or buffers in conventional vehicles. Such additional stops or buffers may then be completely absent, further simplifying the design of the vehicle.

Additionally or alternatively, the at least one contact point curve can be configured such that the spring unit exerts a restoring force acting on the vehicle body at least in a transverse deflection center region adjoining the neutral position, which is due to the weight force acting on the vehicle body and which up to a Operation of the vehicle maximum expected track cant is sufficient to the car body at least in the vicinity of the neutral position, preferably return substantially to the neutral position. This self-centering effect can be realized via the above-described course of the contact point curve with progressive resistance to the transverse deflection.

Additionally or alternatively, it can further be provided that the at least one contact point curve is formed such that the spring device opposes a resistance to the transverse deflection with at least partially degressive characteristic at least in an outer transverse deflection region spaced from the neutral position. This makes it possible, for example, to even support the further transverse deflection in certain areas.

This is particularly advantageous in connection with so-called tilt systems, which set a tilt angle or a roll angle of the car body about a parallel to the vehicle longitudinal roll axis to the passengers of the vehicle perceived as disturbing lateral acceleration (as it acts, for example, when cornering). In particular, in the context of active tilting systems, in which the adjustment of the roll angle is at least partially via actuators, this is advantageous because the actuators must then apply less force and thus be designed smaller and lighter.

Furthermore, the at least one contact point curve may additionally or alternatively be designed such that the spring device, at least in sections, opposes a substantially constant resistance to a progressive transverse deflection. Again, this may be desired or advantageous depending on the particular application.

The course of the resistance to the transverse deflections can basically be set arbitrarily. In particular, at least sections of any desired curved (rising or falling) curves of the resistance curve can be adjusted via the design of the contact point curve. In certain variants of the invention it may be advantageous to realize a linear course of the resistance curve. Preferably, in these variants, therefore, the at least one contact point curve is formed such that the spring device of a progressive transverse deflection at least in sections, a substantially linear ( rising or falling).

The sequence of the two contact elements and the spring unit in the kinematic chain between the car body and the chassis unit can basically be chosen arbitrarily. In particular, the available space can play a crucial role here. Here, the assignment of the spring unit and the two contact elements to the car body or the chassis unit can be chosen arbitrarily.

In certain variants of the vehicle according to the invention, the at least one spring unit is serially connected in a kinematic chain between the first contact element and the car body or between the first contact element and the chassis unit, wherein the first contact element is then displaceably mounted along a main direction of action of the spring unit. Depending on the orientation of the spring unit, the first contact element can in this case be displaceably arranged in space in any direction. Particularly advantageous, because easy to implement configurations result when the main direction of action is substantially parallel to the vehicle height direction. In these cases, the first contact element is then mounted displaceably in the vehicle height direction.

In further variants of the invention, the at least one spring unit is additionally connected (i.e., when a plurality of spring units are provided) or, alternatively, in a kinematic chain, serially between the second contact element and the carbody or between the second contact element and the chassis unit. Again, the second contact element can be arranged displaceably in space in any direction, depending on the orientation of the spring unit. Particularly advantageous, because easy-to-implement configurations in turn arise when the main direction of action is substantially parallel to the vehicle height direction. In these cases, the second contact element is then mounted displaceably in the vehicle height direction.

It may be sufficient in principle to provide a single spring device between the car body and the chassis unit. In preferred variants of the invention, however, a plurality of spring devices are provided, which may optionally take on additional functions. Thus, spaced-apart spring devices can absorb particular moments about certain axes of rotation.

Accordingly, it is provided in certain variants of the invention, for example, that the car body is supported by at least one further spring device in the vehicle height direction on the chassis unit, which is in particular formed substantially identical to the spring device. The two spring devices are arranged offset from one another in a vehicle longitudinal direction by a longitudinal distance, so that they can optionally accommodate a pitching moment about a pitch axis extending in the vehicle transverse direction. Additionally or alternatively, the two spring devices, in particular substantially equidistantly, on both sides of a pivot point of the car body with respect to the chassis to the vehicle height direction, in particular on both sides of a pivot, be arranged, since this can of course achieve a particularly uniform distribution of the loads.

In further variants of the invention, the vehicle body is additionally or alternatively supported by at least one further spring device in the vehicle height direction on the chassis unit, which is in particular substantially identical to the spring device. The two spring devices are arranged offset in a vehicle transverse direction by a transverse distance from each other, whereby they can absorb a rolling moment about a rolling axis extending in the vehicle longitudinal axis. Again, the two spring means may additionally or alternatively, in particular substantially equidistantly, on both sides of a pivot point of the car body with respect to the chassis to the vehicle height direction, in particular on both sides of a pivot, be arranged to achieve a favorable load distribution.

In certain variants of the invention, the two spring devices can also be designed such that they can not generate or absorb any pitching moments about such a pitch axis and / or no rolling moments about such a roll axis. In this way, it can be avoided that such pitching moments or rolling moments possibly have a negative effect on the derailment safety of the vehicle. This can be realized by a purely passive coupling of the two spring devices, in which, for example, there is a correspondingly opposite (in particular fluidly communicating) coupling of the two spring devices. Likewise, of course, an active control of the two spring devices is possible, which is tuned such that no such pitching moments or Wankmomente be generated or recorded.

However, it is understood that in other variants of the invention, an active solution may be selected, in which the two spring devices by a control device active be controlled to produce a certain predetermined pitching moment and / or rolling moment. This design can be actively used to increase the derailment safety of the chassis unit by actively targeted by the pitching moment and / or roll moment of a threatening critical wheel relief on the chassis unit is counteracted.

For this purpose, for example, at least one size can be detected on the vehicle, which allows conclusions about the current derailment safety of the chassis unit. Depending on the currently detected value of this at least one size, the current derailment safety can then be evaluated and, if appropriate, a corresponding counter-reaction can be initiated via the two spring devices. In this case, if appropriate, at least one model previously determined for the vehicle can be used both for the evaluation of the dismissal safety and for the determination of the counterreaction.

It should be mentioned at this point that the active targeted application of forces and / or moments to the suspension unit by at least one connected between the chassis unit and the car body active unit for at least partial compensation of Radentlastungen to the suspension unit is an independent inventive idea of protection, in particular is independent of the above or below described design of the spring device, but can be realized particularly advantageous in combination with such a design.

The spring units can in principle be designed as simple passive units. In particularly advantageous variants of the invention with a high degree of functional integration, the spring units of the two spring devices are designed as active spring units controlled by a control device. In this case, in particular, the suspension properties (in particular the rigidity) and / or the damping properties of the spring unit can be set active in an advantageous manner.

With such active spring units, it is particularly possible to integrate the function of anti-roll or roll stabilizers in the spring devices. The control device can then be designed to control the active spring units for active roll stabilization of the car body.

The spring units can basically be designed in any suitable manner. So simple conventional steel springs, rubber springs or air springs can be used individually or in any combination. Particularly advantageous configurations result when the two spring devices each comprise a hydraulic spring unit (that is to say, for example, a hydropneumatic, hydromechanical or electrohydraulic spring unit) since this makes it possible to achieve particularly space-saving or flexible configurations with regard to the arrangement of the components. In particular, it is possible to realize so-called airless systems in which pneumatic components can be dispensed with in the region of the chassis unit (typically complex or large and heavy construction). In addition, with such a hydraulic design, the function of the torque support can be integrated particularly easily into the spring devices or realized via correspondingly active components.

Ausdrehbewegungen between the car body and the chassis unit (about a running in the vehicle height direction axis of rotation) can be taken in principle by the spring device in any suitable manner. Thus, for example, the contact surface of at least one of the two contact elements can be designed so that even with such a boring movement, the contact between the contact surfaces of the two contact elements is maintained.

In this case, the two contact elements may in particular be designed so that even a such Ausdrehbewegung between the car body and the chassis unit over the course of the contact point curve (analogous to the resistance to a Querauslenkung described above) a Ausdrehwiderstand with any course (over the Ausdrehwinkel) is opposite , In particular, progressive and / or degressive and / or linear and / or constant progressions of the counteracting resistance can also be realized here at least in sections. Hereby, it is possible in an advantageous manner, in particular via one or more spaced apart from the axis of rotation of the Ausdrehbewegung spring devices, the function of conventional Schlingerdämpfern, Ausdrehendanschlägen or the like also in the spring device or the spring devices to integrate.

In particularly advantageous variants of the invention can be provided, moreover, that depending on the driving dynamics specifications for the respective vehicle via a corresponding design of the contact point curve, the resistance to the transverse deflection in dependence on the Ausdrehwinkel the car body with respect to the chassis unit has an arbitrarily predetermined course. Thus, for example, it may be provided that the profile of the transverse deflection resistance curve (that is, the course of the Querauslenkungswiderstands on the transverse deflection) remains the same regardless of the turn-off, thus, for example, when cornering substantially the same transverse spring characteristic results as when driving on a straight line. Likewise, with the present invention, of course, in a simple manner, a design can be realized in which when cornering a deviating to any specifications from driving on a straight track cross spring characteristic is achieved.

This, in turn, can be realized in a particularly simple manner via one or more spring devices spaced apart from the axis of rotation of the boring movement. Incidentally, it is also possible to provide a different design of the contact units or the contact point curves of the spring devices. Thus, for example, the transverse spring characteristic of the spring system for a particular suspension unit can be predominantly or even exclusively defined by a part of the spring devices, in particular a single spring device, while another part of the spring devices for this suspension unit for this purpose provides a lesser contribution or possibly even no contribution. This makes it possible, in particular among other things, to achieve a desired setting of the car body with respect to the chassis unit when cornering.

In a conventional support of the car body to two suspension units in the region of its ends, it is possible to apply the transverse deflection resistance primarily through the center-side spring device (in the vehicle longitudinal direction) closer to the middle of the car body, while one (beyond the axis of rotation of the boring movement ) closer to the associated end of the car body arranged end-side spring device provides a significantly lower (possibly even no significant) contribution to Querauslenkungswiderstand. This leads at Bogenfahrt due to the boring movement of the suspension unit then to a shift of the car body to the outside of the bow.

This is because the respect to the axis of rotation of the boring outward movement outward arching center spring device exerts a significant directed outward force in the vehicle transverse direction on the car body, while the respect to the axis of rotation of Ausdrehbewegung to bow inside emigrating end-side spring means a much lower, directed inward bow force in Vehicle transverse direction exerts on the car body.

As well as it is that by a reverse choice of Querauslenkungswiderstands if necessary, a displacement of the car body can be realized by bow inside.

In other words, such a design makes it possible to advantageously achieve an adaptation of the cornering behavior of the vehicle to a certain predetermined limiting profile or to increase the transport capacity of the vehicle by wider car bodies, which still thanks to the set transverse displacement at Bogenfahrt still a predetermined limiting profile comply. In particular, in the described conventional end-side support comparatively long car bodies on two chassis, this can typically be realized by the described displacement to the outside of the arch.

In preferred variants of the invention with reduced frictional relative movements between the two contact elements, it is provided that the first contact element is mounted pivotably about the vehicle height direction for at least partial compensation of boring movements between the vehicle body and the chassis. Additionally or alternatively, the second contact element for at least partial compensation of Ausdrehbewegungen between the car body and the chassis to be mounted pivotably about the vehicle height direction.

The contact surfaces between the first and second contact elements can in principle be designed in any suitable manner in order to realize the at least one contact point curve. In this case, the first contact element typically has a first contact surface, while the second contact element has a second contact surface which contacts the first contact surface in the at least one contact point. In advantageous variants of the invention, the first contact surface and the second contact surface are formed and engaged with each other such that a change of the at least one contact point during a pivotal movement of the first contact element substantially without slippage between the first contact element and the second contact element in a vehicle transverse direction , By avoiding slippage in the vehicle transverse direction, a particularly precise course of the transverse spring characteristic over the transverse deflection can be realized in an advantageous manner.

The avoidance of slip between the two contact surfaces in the vehicle transverse direction can be achieved in any suitable manner. In preferred variants of the invention, the first contact surface and the second contact surface are designed such that they engage in one another in a form-fitting manner in a vehicle transverse direction, in particular in the manner of a vehicle Teeth trained, surfaces are engaged with each other.

It is understood that, where appropriate, only a part of the two contact surfaces may be equipped with such a toothing to avoid slippage in the vehicle transverse direction, while other parts of the two contact surfaces, which primarily take over the transfer of the supporting force in the vehicle height direction, each other without contact such a gearing. Hereby, an adaptation of these areas to the respective primary power transmission direction is possible in an advantageous manner.

The choice of material for the two contact elements may be adapted to the respective application in the area of the contact surfaces. It is preferably provided that the first contact surface and / or the second contact surface is formed from a material which comprises a plastic, preferably an elastomer, more preferably polyurethane. This can be in terms of wear characteristics and in particular the damping properties (for example, the attenuation of structure-borne noise) achieve particularly favorable configurations.

The use of a plastic material also has the advantage that relative movements of the two contact elements parallel to the surface of the current contact zone (between the two contact surfaces) can be absorbed by an elastic shear deformation of the plastic material in the direction of relative movement, so there is no slippage between the two contact elements comes.

However, it is understood that it is possible in certain variants of the invention to carry out at least one of the contact elements of a metal, in particular steel, or a correspondingly hard plastic.

The longitudinal entrainment of the car body (ie the transmission of longitudinal forces acting in the vehicle longitudinal direction between the car body and the chassis unit) can in principle be effected in any suitable manner. For example, for this purpose, a conventional entrainment via a corresponding hinge between the car body and the chassis unit, for example, a pivot may be provided. In preferred variants of the vehicle according to the invention, this function of longitudinal driving is also at least partially integrated in the spring device. For this purpose, for example, for the transmission of forces in a vehicle longitudinal direction between the first contact element and the second contact element may be provided two arranged in a vehicle longitudinal direction on both sides of the first contact element and the second contact element stop elements. Additionally or alternatively, the spring unit for transmitting forces in a vehicle longitudinal direction may comprise at least one guide device designed for entrainment in the vehicle longitudinal direction. In the case of a hydraulic design of the spring device, this may be a piston guide of this spring device.

The spring unit can, as mentioned, basically be designed arbitrarily. Preferably, the spring unit comprises a hydraulic spring element, in particular a hydropneumatic or an electro-hydraulic spring element. In active variants of the spring unit this can preferably be supplied by an active hydraulic unit. The hydraulic unit can basically be arranged at any point in the vehicle. Preferably, it is arranged on the chassis. However, it is also understood that the hydraulic unit can also be integrated in the suspension device.

Furthermore, the spring unit may comprise a passive emergency spring element in certain variants of the invention. This, too, can in principle be arranged at any suitable location. Preferably, the emergency spring element is kinematically arranged in series with another, in particular active, spring element of the spring unit, so that a particularly simple and compact design is achieved. Also, the emergency spring element can basically be designed in any suitable manner. In particularly simple and robust designs, the emergency spring element comprises at least one rubber spring.

Additionally or alternatively, the first contact element and / or the second contact element may include a passive emergency spring element. Again, this emergency spring element may in turn comprise at least one rubber spring.

In further preferred variants of the invention, the spring unit is designed as an active, actuated by a control device spring unit, wherein the control device is then designed in particular to control the spring unit for modifying a spring characteristic of the spring unit. Additionally or alternatively, the control device may also be designed to control the spring unit for level control of the spring unit and thus also of the car body.

In further preferred variants of the invention, the spring unit may comprise at least one passive damper device and / or at least one active damper device, whereby the degree of functional integration and thus the Space savings can be driven even further. In particular, in hydraulic spring units, such a damper device can be easily realized via one or more passive and / or active throttle valves or the like. In particular, the control device can then be designed to control the active damper device for modifying an attenuation characteristic of the spring unit.

In further preferred variants of the vehicle according to the invention, a detection device is provided for detecting at least one detection variable representative of the state of the suspension unit. For this purpose, the spring unit, for example, have a measuring device of the detection device, which can serve in particular for height measurement (thus, therefore, for measuring the height level of the car body) and / or pressure measurement on the spring unit. In this case, a control device connected to the detection device can be provided which processes the signals of the detection device and the spring unit in response to the signals of the detection device. This can be realized as a leveling and / or roll compensation, and / or active suspension and / or active damping as well as an active increase in derailment safety, in particular an active increase in derailment security by applying a pitching moment, which counteracts a Radentlastung.

In further variants of the invention, an anti-roll device is provided, the anti-roll device is arranged kinematically parallel to the spring unit and, in a conventional and well-known manner, counteracts rolling movements of the vehicle body about a roll axis parallel to the vehicle longitudinal direction. Additionally or alternatively, the anti-roll device may comprise two pendulum elements which (eg, by an obliquely arranged arrangement of their longitudinal axes in their intersection) define a Momentanpol a rolling motion of the car body. The transverse spring characteristic can then be matched to the position of the instantaneous pole via the design of the contact point curve, in order to achieve a specific roll behavior (in particular a specific course of the tilting or roll angle) of the car body with a transverse deflection of the carbody.

In further preferred variants of the vehicle according to the invention, an actuator device is provided, which is designed to generate, controlled by a control device, a transverse deflection of the car body relative to the chassis in a vehicle transverse direction. In particular, in such designs, the transverse spring characteristic can then be matched to the design and performance of the actuator via the design of the contact point curve. Thus, the resistance to a transverse deflection of the car body can be adjusted so that a comparatively small actuator device is sufficient to achieve a desired transverse deflection.

The present invention can be used in conjunction with any vehicles for any purpose. Preferably, the vehicle is designed for high-speed traffic with a rated operating speed above 250 km / h, in particular above 350 km / h.

The present invention further relates to a spring device for a vehicle, in particular a rail vehicle, which has the features and properties described above in connection with the vehicle according to the invention.

Further preferred embodiments of the invention will become apparent from the dependent claims and the following description of preferred embodiments, which refers to the accompanying drawings. Show it:

1 a schematic sectional view of a preferred embodiment of the vehicle according to the invention in neutral position with a preferred embodiment of the spring device according to the invention;

2 a schematic sectional view of a part of the vehicle 1 in the area of the spring device;

3 a further schematic sectional view of a part of the vehicle 1 in the area of the spring device (in the cutting plane off 2 or along line III-III 4 );

4 a schematic sectional view taken along line IV-IV 3 ;

5 a schematic representation of the course of the contact surfaces, the contact point curve and the Querauslenkungswiderstands of the spring device 1 ;

6 a schematic sectional view of another preferred embodiment of the vehicle according to the invention in neutral position with a further preferred embodiment of the spring device according to the invention;

7 a schematic representation of the course of the contact surfaces, the contact point curve and the Querauslenkungswiderstands of the spring device 6 ;

8th a schematic representation of the course of the contact surfaces, the contact point curve and the Querauslenkungswiderstands another preferred embodiment of the spring device according to the invention.

First embodiment

The following is with reference to the 1 to 5 a first preferred embodiment of the vehicle according to the invention in the form of a rail vehicle 101 described. The vehicle 101 is designed for high-speed traffic with a nominal operating speed above 250 km / h, in particular above 350 km / h.

The 1 shows a schematic sectional view of the vehicle 101 in a sectional plane perpendicular to the vehicle longitudinal axis. The vehicle 101 includes a carbody 102 in the area of its first end on a chassis unit in the form of a bogie 104 is supported and is supported in the region of its second end on another chassis in the form of another bogie. The bogie 104 and the other bogie are identically designed, so in the following only on the characteristics of the bogie 104 will be received. It should be understood, however, that the present invention may be used in conjunction with other configurations that utilize other chassis designs, or that the body is supported on a different number of chassis, for example, a single chassis. Furthermore, two car bodies can be supported on a chassis unit, as is the case for example in so-called Jacob bogies.

For easier understanding of the following explanations is in the figures a (by the Radaufstandsebene the bogie 104 given) coordinate system x, y, z indicated, in which the x-coordinate, the longitudinal direction of the rail vehicle 101 , the y-coordinate the transverse direction of the rail vehicle 101 and the z-coordinate the height direction of the rail vehicle 101 describe.

The bogie 104 , conventionally comprises two wheel units in the form of wheelsets 104.1 , which each have a primary suspension 103.1 a bogie frame 104.2 supported. The car body 102 is again via the secondary suspension 103.2 on the bogie frame 104.2 supported. The primary suspension 103.1 is in 1 simplified represented by coil springs. It is understood, however, that it is the primary suspension 103.1 can be any suitable spring device.

The vehicle 101 continues to cover the area of the bogie 104 a roll compensation device 105 , The roll compensation device 105 acts kinematically parallel to the secondary suspension 103.2 between the bogie frame 104.2 and the car body 102 in the manner described in more detail below.

In particular 1 can be seen includes the roll compensation device 105 a well-known roll support 106 on the one hand with the bogie frame 104.2 and on the other hand with the car body 102 connected is. The roll support 106 includes a torsion arm in the form of a first lever 106.1 and a second torsion arm in the form of a second lever 106.2 , The two levers 106.1 and 106.2 sit on either side of the longitudinal median plane (xz-plane) of the vehicle 101 each rotatably on the ends of a torsion shaft 106.3 the roll support 106 , The torsion shaft 106.3 extends in the transverse direction (y-direction) of the vehicle and is rotatable in bearing blocks 106.4 stored, in turn, with the bogie frame 104.2 are connected. At the free end of the first lever 106.1 is a first handlebar 106.5 hinged while at the free end of the second lever 106.2 a second handlebar 106.6 is articulated. About the two handlebars 106.5 . 106.6 is the roll support 106 articulated with the car body 102 connected.

In 1 is the condition in the neutral position of the vehicle 101 shown, which is when driving in a straight and not twisted track 108 results. In this neutral position, the two handlebars run 106.5 . 106.6 in the plane of the drawing 1 (yz plane) in the present example so to the vertical axis (z-axis) of the vehicle 101 inclined to their upper (on the car body 102 hinged) ends are offset towards the vehicle center and their longitudinal axes intersect at a point MP lying in the longitudinal center plane (xz-plane) of the vehicle. Through the handlebars 106.5 . 106.6 is in a well-known manner one (in the neutral position) to the vehicle longitudinal axis 101.1 defined parallel rolling axis, which passes through the point MP. The intersection MP of the longitudinal axes of the handlebars 106.5 . 106.6 in other words forms the instantaneous pole of a rolling movement of the car body 102 around this roll axis.

The roll support 106 allows in a well-known manner a synchronized on both sides of the vehicle compression of the secondary suspension 103.2 while preventing a pure rolling motion about the roll axis or the instantaneous pole MP. Furthermore, due to the inclination of the handlebars 106.5 . 106.6 through the roll support 106 a kinematics with a combined movement of a rolling motion about the roll axis or the Momentanpol MP and a transverse movement in the direction of the vehicle transverse axis (y-axis) specified. It is understood that the intersection MP and thus the roll axis due to the by the handlebars 106.5 . 106.6 predetermined kinematics at a deflection of the car body 102 From the neutral position usually also sideways emigrated.

When bow travel causes the center of gravity SP of the car body 102 (Due to the prevailing acceleration in the vehicle transverse direction) attacking centrifugal force F on the bogie frame 104.2 a rolling movement to the outside of the bow, resulting from a stronger compression of the primary suspension 103.1 on the bow outside results. The described design of the roll support 106 causes during a bow travel of the vehicle 101 in the area of secondary suspension 103.2 a compensation movement, which is the rolling motion of the car body 102 counteracts outwardly, as in 1 through the dashed outline 102.1 is indicated.

Depending on the distance between the center of gravity SP and the instantaneous pole MP of the car body 102 (perpendicular to the plane of action of the centrifugal force F), this compensation movement is partly caused or supported by the centrifugal force F. Depending on the design of the vehicle, in particular the roll support 106 , But it can also be provided that the instantaneous pole MP is placed close to the center of gravity SP, possibly even coincides with this. In this case, the centrifugal force F provides only a small contribution or even no contribution to the deflection of the car body 102 , In this case, the force for the compensation movement must be partially or even completely, if necessary, by an actuator 107 the roll compensation device 105 be applied between the bogie frame 104.2 and the car body 102 acts.

Thanks to the kinematics of the roll support 106 predetermined compensatory movement is among other things the tilt comfort for the passengers of the vehicle 101 increased, as the passengers (in their by the car body 102 given reference system) a part of the earth-fixed reference system (x, y, z) actually acting lateral acceleration a _p or centrifugal force F _p only as an increased acceleration _component a _zp or force F _zp in the direction of the bottom of the car body 102 perceived, which is usually perceived as less disturbing or unpleasant. The transversely acting lateral acceleration _component a _yp or centrifugal force _component F _yp , which is perceived as disturbing by the passengers in their reference system (x _p , y _p , z _p ), is thus advantageously reduced.

The maximum permissible values for the lateral acceleration a _{yp, max} acting in the reference system (x _p , y _p , z _p ) of the passengers are generally determined by the operators of the vehicle 101 specified. Evidence of this is provided by national and international standards (such as the EN 12299 ).

Cross spring characteristic of the secondary suspension, so the course of the resistance of the secondary suspension 103.2 against the deflection occurring in the vehicle transverse direction (y-direction) during the compensation movement, represents an important factor for the roll behavior of the car body. So must the actuator 107 for a desired adjustment of the roll angle of the car body to the instantaneous pole MP the higher the forces apply the greater the resistance to this transverse deflection.

In conventional vehicles, the secondary suspension is usually a transverse spring characteristic, which is hardly or only with comparatively great effort to a desired roll behavior adaptable. However, the present invention makes it possible by the design of the secondary suspension described below 103.2 in a simple and space-saving way, an adaptation of the transverse spring characteristic to a desired course and thus ultimately to a desired roll behavior of the car body 102 ,

For this purpose, the secondary suspension includes 103.2 two identically designed spring devices 108 which are aligned in the vehicle longitudinal direction and in the vehicle transverse direction centrally to both sides of a (in 1 not shown) rotary joints (typically a pivot) are arranged, which Ausdrehbewegungen between the car body 102 and the bogie 104 defined around the vehicle's vertical axis.

However, it is understood that in other variants of the invention (preferably in the vehicle transverse direction and / or vehicle longitudinal direction in the middle), only a single spring device 108 is provided, which then optionally also integrates the function of the rotary joint, as will be explained in more detail below.

How the particular 2 can be seen, includes each spring device 108 a first contact element 109 with a first contact surface 109.1 , a second contact element 110 with a second contact surface 110.1 and a spring unit 111 , which kinematically in series between the car body 102 and the chassis unit 104 are arranged. The 2 shows a section through a plane of symmetry of the spring device 108 ,

The spring unit 111 sits with one end on the bogie frame 104.2 while her other end is a substantially U-shaped carrier 112 supported. The carrier 112 sits upside down on the spring unit 111 so that a nested arrangement results in which a part of the spring unit 111 between the two thighs 112.1 of the carrier 112 extends and with its base 112.2 connected is. At the free ends of the thighs 112.1 is the first contact element 109 each with a swivel joint 113 hinged. The common pivot axis 113.1 the two pivot joints 113 runs in the neutral position of the car body 102 (in even plane track) substantially parallel to the vehicle longitudinal direction (x-direction).

The first contact element 109 is also substantially U-shaped, each with a pivot joint 113 at the free end of the respective leg 109.2 of the first contact element 109 attacks. The first contact element 109 and the carrier 112 are also arranged nested, wherein the first contact element 109 the carrier 108.4 in its interior (via the pivoting range provided in normal operation) freely about the pivot axis 113.1 pivotally receives, so that overall results in a particularly compact design.

In the area of its base 109.3 has the first contact element 109 (on the carrier 112 opposite side) the first contact surface 109.1 over which the first contact element 109 a second contact surface 110.1 of the second contact element 110 in at least one point of contact 114.1 a contact point curve 114 contacted.

In the present example, both are the first contact surface 109.1 as well as the second contact surface 110.1 formed as at most simple curved surfaces with parallel main axis of curvature. In particular, the first contact surface is formed as a substantially cylindrical surface. Accordingly, theoretically (for infinitely stiff contact elements) line contact along a (in 2 perpendicular to the cutting plane) contact line on which the contact point 114.1 lies. However, it is understood that in reality, depending on the stiffness or deformation of the contact elements, a certain surface contact results.

It is understood, however, that in other variants of the invention, at least one of the two contact surfaces may be formed as a multi-curved surface. As a result, for example, a pitch in the secondary suspension 103.2 are introduced, which allow pitching movements (about a pitch axis parallel to the vehicle transverse direction). However, it goes without saying that such a pitch mobility may also be elsewhere in the secondary suspension 103.2 (For example, in the field of bearings 113 and / or the connection of the second contact element 110 on the car body 102 and / or the connection of the spring unit 111 at the bogie frame 104.2 ) can be realized. Likewise, the pitch mobility can also be realized via a corresponding elasticity of at least one of the contact elements (for example in the area of the contact surface).

The second contact element 110 is at the bottom of the car body 102 attached, so that the kinematic chain or the power flow when supporting the car body 102 from the car body 102 over the second contact element 110 , then the first contact element, then the carrier 112 and finally the spring unit 111 in the bogie frame 104.2 runs.

It is understood, however, that in other variants of the invention, an otherwise sequence of components may be provided. For example, a reverse order of the components between the carbody 102 and the bogie 104 be provided. Likewise, in other variants, the spring unit 111 between the car body 102 and the second contact element 110 be arranged, in which case the carrier 112 for example on the emergency spring 111.1 sitting.

In the present example, the first contact surface 109.1 and the second contact surface 110.1 with a (in 2 not shown for reasons of clarity) toothing 116 provided to slip in the vehicle transverse direction between the first contact element 109 and the second contact element 110 to avoid.

Here, as schematized in the 3 and 4 is shown, only part of the two contact surfaces 109.1 and 110.1 with such a gearing 116 be equipped to prevent slippage in the vehicle transverse direction, while other parts of the two contact surfaces 109.1 and 110.1 which primarily take over the transmission of the supporting force in the vehicle height direction, contact each other without such a toothing. This is an adaptation of these subregions of the two contact surfaces in an advantageous manner 109.1 and 110.1 to the respective primary power transmission direction or function (avoidance of slip in the vehicle transverse direction or supporting force transmission in the vehicle height direction) possible.

Like that 3 and 4 can be seen, the toothing comprises a parallel to the pivot plane of the first contact element 109 extending first groove 116.1 into which a first projection 116.2 of the second contact element 109 intervenes. The first advantage 116.2 attacks with (axial) play in the direction the pivot axis 113.1 in the first groove 116.1 one, so the first contact surface 109.1 and the second contact surface 110.1 insofar unhindered can roll on each other.

In the first groove 116.1 is (in the vehicle transverse direction) centrally a radial second projection 116.3 of the first contact element 109 educated. The second projection 116.3 For its part, it engages in an axial second groove (running in the vehicle transverse direction) 116.4 in the first lead 116.2 a, in the present example, a slight clearance (in the vehicle transverse direction is present, so that the second projection 116.3 the first lead 116.2 in a state with the vehicle in a straight flat track 101 ideally not touched at first. Accordingly, the first contact surface 109.1 and the second contact surface 110.1 also in this respect unrolled unhindered each other.

Result in the operation of the vehicle 101 Transverse forces (ie forces in the vehicle transverse direction), in which there is a slip in the vehicle transverse direction between the first contact surface 109.1 and the second contact surface 110.1 comes or could come, the second projection arrives 116.3 with the associated boundary wall of the second groove 116.4 engaged and prevented by the resulting in the vehicle transverse direction positive locking such slip.

The design of the second projection 116.3 and the associated boundary walls of the second groove 116.4 are coordinated so that the first contact surface 109.1 and the second contact surface 110.1 unrolled, as in 3 through the dashed outline 116.5 is indicated.

In the present example, the second projection 116.3 provided in the pivoting plane for this purpose with a correspondingly curved surface contour, while the boundary walls of the second groove 116.4 are designed as simple flat walls. The cut contours of the second projection 116.3 and the boundary walls of the second groove 116.4 are preferably coordinated so that in each pivot position serving for slip prevention positive engagement in the vehicle transverse direction is achieved, while in the vehicle height direction preferably no such positive connection is formed, so that the first projection 116.2 and the second projection 116.3 essentially not involved in the transmission of the support force in the vehicle height direction.

In the present example, the design of the second projection 116.3 and the associated boundary walls of the second groove 116.4 continue such that the second projection 116.3 over the entire expected during operation of the vehicle pivoting range of the first contact element 109 never so far out of the second groove 116.4 emerges that the function of slip prevention could no longer be met, thus therefore the function of slip prevention is guaranteed at all times.

It is understood, however, that in other variants of the invention, a plurality of spaced in the vehicle transverse direction slip prevention pairings from a respective second projection 116.3 and an associated second groove 116.4 can be provided. These slip prevention pairings are at least arranged so that at any time or in any operating condition of the vehicle, at least one of the slip prevention pairings takes over the function of slip prevention. Preferably, there is a certain overlap in whose area at least two slip prevention pairings are effective or can be effective.

However, it is understood, on the one hand, that in other variants of the invention it is also possible to provide a different design of the two contact surfaces, in which such slippage can be prevented by means of an otherwise positive fit in the vehicle transverse direction. In particular, the two contact surfaces can be substantially completely provided with a corresponding toothing. On the other hand, it is understood that in other variants of the invention, such a form fit in the vehicle transverse direction between the two contact surfaces may also be missing, so therefore can be given in the vehicle transverse direction pure frictional engagement between the two contact surfaces.

The spring unit 111 includes a hydraulic part and a mechanical part. The hydraulic part comprises a hydropneumatic spring 115 while the mechanical part is an emergency spring 111.1 includes. The emergency spring 111.1 is in the power flow between the car body 102 and the bogie 104 kinematically serially to the spring 115 arranged and provides even in case of failure of the spring 115 certain suspension characteristics during emergency operation of the vehicle 101 for sure.

The emergency spring 111.1 is formed in the present example in a conventional manner as a rubber layer spring. This has particular advantages in terms of damping of structure-borne noise. However, it is understood that in principle any other types of springs can be used for the emergency spring.

The hydropneumatic spring 115 includes one in the power flow between the emergency spring 111.1 and the bogie frame 104.2 switched hydraulic power transmission part 115.1 and one hydraulically coupled hydropneumatic spring part 115.2 , which is the actual spring action of the hydropneumatic spring 115 provides.

The power transmission part 115.1 comprises a piston-cylinder arrangement with a cylinder 115.3 that with the base 112.2 of the carrier 112 connected is. In the cylinder 115.3 enters sealingly on the emergency spring 111.1 supported piston 115.4 so the cylinder 115.3 and the piston 115.4 a first workroom 115.5 define. However, it is understood that in other variants of the invention, a reverse arrangement may be provided, in which the piston with the base of the carrier 112 is connected and the cylinder on the emergency spring 111.1 is supported.

In the present example, the spatial arrangement of cylinders 115.3 and pistons 115.4 chosen so that the power transmission and thus the main direction of action of the spring unit 108 runs parallel to the vehicle height direction. It is understood, however, that in other variants of the invention, a different orientation of the main direction of action of the spring unit can be provided.

The workroom 115.5 is filled with a hydraulic medium and via a hydraulic line 115.6 with the hydropneumatic spring part 115.2 connected to the bogie frame in this example 104 is arranged. It goes without saying, however, that the hydropneumatic spring part 115.2 thanks to the simple coupling via the hydraulic line 115.6 basically also at any other place in the vehicle 101 can be arranged.

Furthermore, it is understood that in the hydraulic line 115.6 an optionally controllable throttle element or the like may be connected to the damping of the hydropneumatic spring part 115.2 and thus ultimately the spring unit 111 (active if necessary).

The hydropneumatic spring part 115.2 conventionally comprises a hydraulic second working space into which the hydraulic line 115.6 empties. The second working space is connected via at least one sealed movable force-transmitting element with a pneumatic third working space in operative connection, which receives a closed acting as a gas spring gas volume. The compressibility of the gas thus provides the actual spring action in the present example. However, it is understood that (individually or in any combination) in addition to or as an alternative to the gas spring, any other springs can be used, in particular purely mechanical springs, active or passive electromechanical springs, magnetic springs or the like can be used.

The 5 shows a schematic representation of itself in the sectional plane of 2 resulting course of the contact surfaces 109.1 and 110.1 , It should be noted at this point that the contact surfaces 109.1 and 110.1 in 5 for reasons of clarity, are shown with a greater curvature than in reality.

Again 5 can be seen, has the first contact surface 109.1 a cylindrical shape while the second contact surface 110.1 has a (prismatic in the vehicle longitudinal direction) shape with sections alternating curvature in the sectional plane shown. So has the second contact surface 110.1 in a transverse center area adjacent to the center plane of the car body (y = 0) 117.1 a concave design on. At a turning point 117.2 there is a transition into a convex design, which then in an outer area 117.3 prevails.

Leads the car body 102 (For example, when Bogenfahrt) by the anti-roll device 105 predetermined compensating movement to the instantaneous pole MP, so the car body 102 inter alia in the vehicle transverse direction (y-direction) with respect to the bogie 104 deflected.

This results in a shift of the second contact surface 110.1 with respect to the first contact surface 109.1 in the vehicle transverse direction. Because of the toothing of the two contact surfaces 109.1 . 110.1 this results in a pivoting movement of the first contact element 109 around the pivot axis 113.1 ,

The design of the two contact surfaces 109.1 . 110.1 conditionally that the center of gravity SP of the car body 102 over the second contact element 110 is moved by an amount dz, more precisely, is raised upwards (hence the contact point 114.1 on the contact point curve 114 moves).

During this movement, the contact point also moves 114.1 between the two contact surfaces 109.1 . 110.1 in the vehicle transverse direction, so that in 5 shown decomposition of the contact force K between the two contact elements 109 and 110 in a vertical support force S and a transverse deflection resistance Wy (ie a resistance to the transverse deflection of the car body 102 ).

About the contact elements 109 . 110 is thus a coupling device in the kinematic chain between the car body 102 , of the spring means 108 and the bogie 104 realized which a transverse movement of the car body 102 relative to the bogie 104 in a deflection of the car body 102 implemented in the vehicle height direction.

The 5 further shows a schematic representation of itself in the sectional plane of 2 resulting course of the deflection of the center of gravity SP of the car body 102 in the vehicle height direction, ie the function dz (y), as a function of the transverse deflection y (starting from the neutral position with dz = 0, y = 0). This corresponds essentially to the course of the contact point curve 114 in the vehicle height direction. Finally, the shows 5 the course of Querauslenkungswiderstands Wy the spring device 108 depending on the transverse deflection y.

Again 5 it can be seen results to a point with a maximum deflection dz1 of the car body 102 (as by the dashed outline 118 indicated) in the transverse deflection center region 117.1 an initially progressive, then linear and finally degressive increase of the transverse deflection resistance Wy.

In a further transverse deflection of the car body 102 (as in 5 through the dash-dotted contour 120 is indicated) takes here the deflection dz of the car body 102 continues to increase slightly, resulting in a partially degressive, then almost linear but only slight increase in the transverse deflection resistance Wy.

By such a steady increase of the transverse deflection resistance Wy with the transverse deflection can be a self-centering of the car body 102 be realized in case of failure of Querlenklenkaktuatorik.

It is understood that the transverse deflection resistance Wy of the deflection dz of the car body 102 and the inclination of the contact force K to the vehicle height direction depends. The larger these are, the greater is the transverse deflection resistance Wy. So it is therefore about the design of the two contact surfaces 109.1 and 110.1 in a simple manner possible, the transverse deflection resistance Wy and thus the transverse spring characteristic of the spring device 108 set almost arbitrarily.

In other words, about the design of the two contact surfaces 109.1 . 110.1 (and thus the design of the contact point curve 114 ) basically an arbitrary course of the transverse suspension characteristic of the spring device 108 be realized, the specific application, such as the vehicle type and / or the rated operating speed of the vehicle 101 is adjusted.

The adaptation of the transverse spring characteristic to a desired course can be achieved with an (arbitrarily) predetermined spring characteristic of the spring device 108 in the vehicle height direction or (any) predetermined spring characteristic of the spring unit 111 in its main direction of action simply over the defined by the course of the contact point curve motion translation between the transverse movement of the car body 102 and the deflection of the car body 102 take place in the vehicle height direction. In other words, it's about adjusting the contact point curve 114 in a simple manner possible to adjust the transverse spring characteristic, without compromising the optimization of the spring characteristic of the spring device 108 in the vehicle height direction or the optimization of the spring characteristic of the spring unit 111 in their main direction of action.

In the present embodiment of a vehicle 101 for high speed traffic is the contact point curve 114 on the one hand in the adjacent to the neutral position Querlenklenkmittenbereich 117.1 is formed so as to give a progressive characteristic of the transverse deflection resistance Wy. This is chosen so that the spring unit 108 only by the on the car body 102 acting weight force a transverse deflection resistance Wy and thus acting in the vehicle transverse direction restoring force on the car body 102 exercises. The restoring force on the car body 102 is dimensioned so large that it is sufficient even at a maximum during operation of the vehicle track cant to reset the car body at least in the vicinity of the neutral position, preferably substantially in the neutral position.

The hereby achieved self-centering effect of the secondary suspension 103.2 is in this respect advantageous, as hereby also in case of failure of the actuator 107 in the event that the vehicle comes to a stop at a point of the route traveled with such a maximum track cant, it is ensured that the limiting profile of the route is not violated.

By the case of the further transverse deflection outside the Querlenklenkungsmittenbereich 117.1 achieved only slight increase of the Querauslenkungswiderstands Wy, so the at least initially degressive characteristic of Querauslenkungswiderstands Wy, it is achieved that the actuator 107 less and less additional force must apply to a desired roll angle of the car body 102 adjust. The used actuator 107 can then be made smaller and lighter. This is particularly advantageous for cases in which the instantaneous pole MP is close to the center of gravity SP, so that the centrifugal force can not make a significant contribution to the setting of the roll angle.

Such configurations with low and thus close to the center of gravity SP instantaneous pole MP may be particularly desirable when comparatively large roll angle (for example, up to 8 ° to 10 °) to be set without violating the boundary profile of the track by large transverse deflections.

The spring unit 111 can basically be designed as a simple passive unit. In particularly advantageous variants of the invention with a high degree of functional integration is the spring unit 111 so far actively formed as a control device 122 is provided, which, optionally in response to the signals of a corresponding sensor 123 or a higher-level vehicle control, the above-mentioned throttle device (for adjusting the damping) and / or a supply device 124 which in turn controls the hydropneumatic spring part 115.2 provided.

In this case, the supply device 124 on the one hand be designed so that it modifies the pressure in the gas spring and thus their characteristics. This can be done for example via an immediate adjustment of the pressure in the gas spring. Additionally or alternatively, the supply device 124 the filling of the hydraulic part of the hydropneumatic spring part 115.2 vary with the hydraulic medium. This makes it possible, among other things, the car body 102 increase or decrease or keep it independent of load at a certain level.

It is understood that in certain variants of the invention in the hydropneumatic spring 115 corresponding, with the control device 123 connected sensors for a height measurement and / or pressure measurement or the like are integrated. As a result, on the one hand an immediate self-diagnosis of the system (in particular in terms of tightness, internal friction, performance and function, etc.) is possible. Of course, this can of course determine the load of the vehicle 101 and optionally the above-described level control.

Thanks to the connection between the cylinder that can be rotated around the vehicle's vertical axis 115.3 and the piston 115.4 is the power transmission part 115.1 and thus the spring device 108 capable of turning movements between the car body 102 and the bogie 104 (To take a running in the vehicle height direction axis of rotation) or compensate.

Depending on how far the spring device 108 is removed from the axis of rotation of the Ausdrehbewegung, this must continue to be a sliding movement between the first contact element 109 and the second contact element 110 along the teeth of the teeth. Alternatively, for example, the second contact element 110 be slidably mounted in the longitudinal direction of the car body accordingly. This is also possible without any problems. Additionally or alternatively, this compensation in the longitudinal direction of the car body but possibly also via an elastic shear deformation of at least one of the contact elements 109 . 110 respectively.

Is, however, as described above, only a single spring device 108 provided, whose cylinder 115.3 and pistons 115.4 Defining the axis of rotation of the boring movement, such a sliding movement along the toothing is unnecessary. In this case, on the car body 102 fixed longitudinal stops 125 the first contact element 109 in the vehicle longitudinal direction on both sides directly via sliding elements 126 contact and so the longitudinal driving the car body 102 realize. The degree of functional integration can thereby be further increased. The same applies to variants with two spaced spring devices 108 in which the compensation in the longitudinal direction of the car body via an elastic shear deformation of at least one of the contact elements 109 . 110 he follows.

Due to the above-described design of the spring device 108 arises in such a boring movement and thus in the region of the spring device 108 accompanying transverse deflection of the car body 102 with respect to the bogie 104 in turn, a resistance Wy against the transverse deflection and thus the Ausdrehbewegung.

It is understood that the two contact elements 109 . 110 for variants with two spaced spring devices 108 optionally be designed so that such a boring movement between the car body 102 and the bogie 104 a counterbalance with any desired course (over the Ausdrehwinkel) is opposed. This makes it possible in an advantageous manner, the function of conventional rolling dampers, Ausdrehendanschlägen or the like also in the spring device 108 to integrate.

Also the choice of material for the two contact elements 109 . 110 can in the area of contact surfaces 109.1 . 110.1 to the respective Use case adapted. In the present example, the first contact surface 109.1 and the second contact surface 110.1 made of a plastic. This is preferably an elastomer, such as polyurethane. This is one with regard to the wear and the attenuation of structure-borne noise in the spring device 108 achieved particularly favorable design.

In the present example is a separate emergency spring 111.1 provided on which the power transmission part 115.1 the spring unit 111 sitting. However, it is understood that such an emergency spring can be arranged in other variants of the invention also elsewhere. For example, the emergency spring between the second contact element 110 and the car body 102 be arranged. But it is also possible, the emergency spring in the spring unit 111 to integrate. For example, a correspondingly elastic part of the carrier 112 and / or the bearings 113 and / or the first contact element 109 train at least part of such an emergency spring.

Second and third embodiments

The following is with reference to the 6 and 7 a further advantageous embodiment of the vehicle according to the invention 201 described. The vehicle 201 corresponds in its basic design and operation of the vehicle 101 out 1 to 5 , so that only the differences should be discussed here. In particular, identical components are provided with the same reference numerals, while similar components are provided with reference numerals increased by 100. Unless otherwise stated below, with regard to the features, functions and advantages of these components, reference is made to the above statements in connection with the first exemplary embodiment.

The main difference from the execution 1 to 5 is that it is the vehicle 201 is a regional vehicle or subway vehicle, which is a nominal operating speed in the low and medium speed range between 60 km / h and 160 km / h. This is reflected in the design of the roll support 206 and the design of the second contact element 210 low.

So are the handlebars 206.5 and 206.6 the roll support 206 in the present example substantially parallel to the vehicle height direction or at best only slightly inclined to this, so that the instantaneous MP is at infinity or far above the car body.

Again 7 can be seen, a transverse spring characteristic is realized in this design, as is typically achieved by means of so-called cross buffer. The 7 shows here similar to 5 a schematic representation of itself in the sectional plane of the 6 resulting course of the contact surfaces 209.1 and 210.1 , It should be noted at this point that the contact surfaces 209.1 and 210.1 in 7 again for reasons of clarity with a greater curvature than shown in reality.

Again 7 can still be seen, has the first contact surface 209.1 a cylindrical shape while the second contact surface 210.1 has a (prismatic in the vehicle longitudinal direction) shape with sections alternating curvature in the sectional plane shown. So has the second contact surface 210.1 in a transverse center area adjacent to the center plane of the car body (y = 0) 217.1 a straight or slightly concave design. At one point 217.2 There is a transition into a concave design, which then in an outer area 217.3 prevails.

Again 7 can be seen, results along the contact point curve 214 in the transverse deflection center area 217.1 no or only a slightly increasing transverse deflection resistance Wy. In a further transverse deflection of the car body 202 takes the deflection dz of the car body 102 continuously, resulting in a sectionwise progressive, then linear or further progressive increase of the transverse deflection resistance Wy, as would also be achieved in a conventional transverse buffer.

Like in the 6 through the dash-two-dot contours 227 is indicated in other variants of the invention may be provided that the two spring devices in the vehicle transverse direction, in particular substantially equidistant, on both sides of a pivot point of the car body 102 concerning the chassis 104 to the vehicle height direction, in particular on both sides of a (not shown) pivot, are arranged. This allows the two spring devices 227 absorb a rolling moment about a rolling axis running in the vehicle longitudinal direction.

In such a case, it is particularly possible on a roll support 206 to renounce. In addition, an active control of the rolling movements via the spring devices 227 possible.

In the case of two to different sides of a fulcrum of the car body 102 arranged spring devices, the spring devices are then preferably not directly on the Bottom of the car body 102 supported, but on a crossbar 228 , which is about sliding elements 229 the carbody 102 supported. This can be ensured in a simple manner that a boring movement between car body 102 and suspension 104 simply via a sliding movement in the area of the sliding elements 229 can be included, so that the spring devices do not have to make any significant contribution to this and simplifies their design so far.

Furthermore, it is understood that in other variants of the invention, an arrangement of more than two spring means, in particular three spring means may be provided, which can accommodate in particular (for example by not lying on a line arrangement of the spring devices) both pitching moments and rolling moments ,

The 8th finally shows similar to 5 and 7 for a further embodiment of the vehicle according to the invention 301 a schematic representation of itself in a sectional plane similar to the 2 resulting course of the contact surfaces 109.1 and 310.1 , The vehicle 301 corresponds in its basic design and operation of the vehicle 101 out 1 to 5 , so that only the differences should be discussed here. In particular, identical components are provided with the identical reference numerals, while similar components are provided with reference numerals increased by the value 200. Unless otherwise stated below, with regard to the features, functions and advantages of these components, reference is made to the above statements in connection with the first exemplary embodiment.

The vehicle 301 is different from the vehicle 101 only in the design of the second contact surface 310.1 , It should be noted at this point that the contact surfaces 309.1 and 310.1 in 8th again for reasons of clarity with a greater curvature than shown in reality.

Again 8th can be seen, has the second contact surface 310.1 a (prismatic in the vehicle longitudinal direction) shape with sections of alternating curvature in the sectional plane shown. So has the second contact surface 310.1 in a transverse center area adjacent to the center plane of the car body (y = 0) 317.1 a concave design on. At a turning point 317.2 there is a transition into a convex design, which then in an outer area 317.3 again merges into a concave design.

Again 8th it can also be seen, results along the contact point curve 314 in the transverse deflection center area 317.1 an initially progressive, then linear and finally degressive increase of the transverse deflection resistance Wy.

In a further transverse deflection of the car body 102 remains the deflection dz the car body 102 constant, so that a sectionally constant transverse deflection resistance Wy results.

In a further transverse deflection of the car body 102 takes the deflection dz of the car body 102 again, which in turn results in an initially progressive, then linear or further progressive increase of the transverse deflection resistance Wy.

Hereby, the transverse spring characteristic described in connection with the first embodiment can be supplemented with the self-centering in the transverse center region by an outer movement limitation, as is typically provided by lateral stops or buffers in conventional vehicles. Such additional stops or buffers may then be completely absent, further simplifying the design of the vehicle.

In other configurations, however, provision can also be made for an initially progressive, then linear and finally degressive increase in the transverse deflection resistance Wy to result along the contact point curve up to a point with a maximum deflection dz1 of the first contact element in the transverse deflection center region. In a further transverse deflection of the car body, the deflection dz of the car body decreases to a further point with a value dz2 again, resulting in a sectionwise progressive, then linear and finally degressive drop in the transverse deflection resistance Wy, as in 8th through the dash-dotted contour 319 is indicated. In other words, it may even be possible to achieve a drop in the transverse deflection resistance Wy in sections.

The present invention has been described above solely by way of example in which a hydropneumatic spring device is used. It is understood, however, that in other variants of the invention, any other spring device can be used. In particular, purely active systems can be used in which the spring action is provided by means of one or more active spring devices, for example electromechanical, electromagnetic or electrohydraulic elements having a correspondingly high control bandwidth.

Furthermore, the present invention has been described above by way of example only, in which the hydropneumatic spring means are used in isolation from each other. It is understood, however, that in other variants of the invention, an optionally actively controllable coupling between the spring devices may be provided to avoid, for example, roll and / or pitch stiffness or adapt to certain requirements or driving situations.

The present invention has been described above solely by means of examples of rail vehicles. It goes without saying that the invention can also be used in conjunction with any other vehicles.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• EP 1029764 A2 [0006, 0008]
• EP 1264750 A1 [0006, 0008]

Cited non-patent literature

• EN 12299 [0087]

Claims (15)

Vehicle, in particular rail vehicle, with - a car body ( 102 ) and - a chassis unit ( 104 ), where - the car body ( 102 ) via at least one spring device ( 108 ) in a vehicle height direction on the chassis unit ( 104 ) is supported, characterized in that - the spring device ( 108 ; 208 ) a first contact element ( 109 ), a second contact element ( 110 ; 210 ; 310 ) and at least one spring unit ( 111 ), wherein - the first contact element ( 109 ), the second contact element ( 110 ; 210 ; 310 ) and the at least one spring unit ( 111 ) kinematically in series between the car body ( 102 ) and the chassis unit ( 104 ) are arranged and - the first contact element ( 109 ) is arranged such, in particular about a pivot axis ( 113.1 ) is pivotally mounted, and the second contact element ( 110 ; 210 ; 310 ) is assigned such that the first contact element ( 109 ) at a deflection of the car body ( 102 ) in a vehicle transverse direction, in particular under a pivoting movement about the pivot axis ( 113.1 ), the second contact element ( 110 ; 210 ; 310 ) at different contact points ( 114.1 ; 214.1 ; 314.1 ) at least one contact point curve ( 114 ; 214 ; 314 ) contacted. Vehicle according to claim 1, characterized in that - at a transverse deflection of the car body ( 102 ) to the chassis unit ( 104 ) in a vehicle transverse direction, starting from a neutral position, the first contact element ( 109 ) is moved, in particular about the pivot axis ( 113.1 ) is pivoted, and the at least one contact point curve ( 114 ; 214 ; 314 ) a transverse spring characteristic of the spring device ( 108 ; 208 ), wherein - the at least one contact point curve ( 114 ; 214 ; 314 ) is designed such that the spring device ( 108 ; 208 ) at least in a transverse deflection center region adjacent to the neutral position ( 117.1 ; 317.1 ) and / or at least in one of the neutral position spaced outer Querlenklenkungsbereich ( 217.3 ; 317.3 ) a resistance to the transverse deflection with at least partially progressive characteristic opposes a progressive transverse deflection, and / or - the at least one contact point curve ( 114 ; 214 ; 314 ) is designed such that the spring unit ( 111 ) at least in a transverse deflection center region adjacent to the neutral position ( 117.1 ; 317.1 ) acting in the vehicle transverse direction restoring force on the car body ( 102 ), which by the on the car body ( 102 ) acting weight force is conditional and which up to a maximum in the operation of the vehicle expected track overshoot to the car body ( 102 ) at least in the vicinity of the neutral position, preferably to return substantially to the neutral position, and / or - the at least one contact point curve ( 114 ; 214 ; 314 ) is designed such that the spring device ( 108 ; 208 ) at least in a spaced from the neutral position outer Querlenklenkungsbereich ( 117.3 ) a resistance to the transverse deflection with at least partially degressive characteristic opposes a progressive transverse deflection, and / or - the at least one contact point curve ( 114 ; 214 ; 314 ) is designed such that the spring device ( 108 ; 208 ) at least partially opposes a substantially constant resistance to a progressive transverse deflection, and / or - the at least one contact point curve ( 114 ; 214 ; 314 ) is designed such that the spring device ( 108 ; 208 ) opposes, at least in sections, a substantially linear resistance to a progressive transverse deflection. Vehicle according to claim 1 or 2, characterized in that - the at least one spring unit ( 111 ) in a kinematic chain serially between the first contact element ( 109 ) and the car body ( 102 ) or between the first contact element ( 109 ) and the chassis unit ( 104 ), wherein the first contact element ( 109 ) along a main direction of action of the spring unit ( 111 ), in particular in the vehicle height direction, is slidably mounted, and / or - the at least one spring unit ( 111 ) in a kinematic chain serially between the second contact element ( 110 ; 210 ; 310 ) and the car body ( 102 ) or between the second contact element ( 110 ; 210 ; 310 ) and the chassis unit ( 104 ), wherein the second contact element ( 110 ; 210 ; 310 ) along a main direction of action of the spring unit ( 111 ), in particular in the vehicle height direction, is displaceably mounted. Vehicle according to one of claims 1 to 3, characterized in that - the car body ( 102 ) via at least one further spring device ( 108 ; 208 ) in the vehicle height direction on the chassis unit ( 104 ), which in particular is substantially identical to the spring device ( 108 ; 208 ), wherein - the two spring devices ( 108 ; 208 ) are arranged offset by a longitudinal distance from one another in a vehicle longitudinal direction and / or, in particular substantially equidistantly, to both Sides of a fulcrum of the car body ( 102 ) with respect to the chassis unit ( 104 ) are arranged around the vehicle height direction, in particular of a pivot pin, and / or are coupled to one another, in particular in opposite directions, and / or have a different transverse suspension characteristic. Vehicle according to one of claims 1 to 4, characterized in that - the car body ( 102 ) via at least one further spring device ( 108 ; 208 ) in the vehicle height direction on the chassis unit ( 104 ), which in particular is substantially identical to the spring device ( 108 ; 208 ), wherein - the two spring devices ( 108 ; 208 ) are offset in a vehicle transverse direction by a transverse distance from each other and / or, in particular substantially equidistant, on both sides of a pivot point of the car body ( 102 ) with respect to the chassis unit ( 104 ) are arranged around the vehicle height direction, in particular a pivot pin, and / or are coupled to one another, in particular in opposite directions. Vehicle according to claim 4 or 5, characterized in that - the spring units ( 111 ) of the two spring devices ( 108 ; 208 ) as active, by a control device ( 122 ) actuated spring units ( 111 ), wherein the control device ( 122 ) is particularly adapted to the spring units ( 111 ) for active roll stabilization of the car body ( 102 ) and / or - the two spring devices ( 108 ; 208 ) each have a hydraulic spring unit ( 111 ). Vehicle according to one of claims 1 to 6, characterized in that - the first contact element ( 109 ) for at least partially compensating Ausdrehbewegungen between the car body ( 102 ) and the chassis unit ( 104 ) is mounted pivotably about the vehicle height direction and / or - the second contact element ( 110 ; 210 ; 310 ) for at least partially compensating Ausdrehbewegungen between the car body ( 102 ) and the chassis unit ( 104 ) is pivotally mounted about the vehicle height direction. Vehicle according to one of claims 1 to 7, characterized in that - the first contact element ( 109 ) a first contact surface ( 109.1 ) and the second contact element ( 110 ; 210 ; 310 ) a second contact surface ( 110.1 ; 210.1 ; 310.1 ) having the first contact surface ( 109.1 ) contacted in the at least one contact point, wherein - the first contact surface ( 109.1 ) and the second contact surface ( 110.1 ; 210.1 ; 310.1 ) are formed and engaged with each other such that a change of the at least one contact point during a pivoting movement of the first contact element ( 109 ) substantially without slippage between the first contact element ( 109 ) and the second contact element ( 110 ; 210 ; 310 ) takes place in a vehicle transverse direction, and / or - the first contact surface ( 109.1 ) and the second contact surface ( 110.1 ; 210.1 ; 310.1 ) via two in a vehicle transverse direction substantially interlocking interlocking, in particular in the manner of a toothing formed, surfaces are engaged with each other, and / or - the first contact surface ( 109.1 ) and / or the second contact surface ( 110.1 ; 210.1 ; 310.1 ) is formed of a material which comprises a plastic, preferably an elastomer, more preferably polyurethane. Vehicle according to one of claims 1 to 8, characterized in that - for transmitting forces in a vehicle longitudinal direction between the first contact element ( 109 ) and the second contact element ( 110 ; 210 ; 310 ) two in a vehicle longitudinal direction on both sides of the first contact element ( 109 ) and the second contact element ( 110 ; 210 ; 310 ) arranged stop elements ( 125 . 126 ) are provided, and / or - the spring unit ( 111 ) for transmitting forces in a vehicle longitudinal direction at least one trained for driving in the vehicle longitudinal direction guide means, in particular a piston guide comprises. Vehicle according to one of claims 1 to 9, characterized in that - the spring unit ( 111 ) a hydraulic, in particular hydropneumatic, electromagnetic or electro-hydraulic, spring element ( 115 ), which is supplied in particular by an active hydraulic unit, in particular on the chassis unit ( 104 ) is arranged, and / or - the spring unit ( 111 ) a passive one Emergency spring element ( 111.1 ), which in particular kinematically in series with a further, in particular active, spring element of the spring unit ( 111 ), wherein the emergency spring element ( 111.1 ) in particular comprises at least one rubber spring, and / or - the first contact element ( 109 ) and / or the second contact element ( 110 ; 210 ; 310 ) a passive emergency spring element ( 111.1 ), which in particular comprises at least one rubber spring, and / or - the spring unit ( 111 ) as active, by a control device ( 122 ) controlled spring unit ( 111 ), wherein the control device ( 122 ) is in particular adapted to the spring unit ( 111 ) for modifying a spring characteristic of the spring unit ( 111 ) and / or for level control of the spring unit ( 111 ) head for. and / or the spring unit ( 111 ) comprises at least one passive damper device and / or at least one active damper device. Vehicle according to one of claims 1 to 10, characterized in that - a detection device for detecting at least one for the state of the chassis unit ( 104 ) is provided representative detection size, wherein - the spring unit ( 111 ) a measuring device of the detection device, in particular for height measurement and / or pressure measurement on the spring unit ( 111 ), and / or - a control device connected to the detection device ( 122 ), which signals of the detection device processed and the spring unit ( 111 ) in response to the signals of the detection device, in particular for level control and / or active suspension and / or active damping and / or roll compensation and / or increase derailment safety, in particular increase the derailment security by applying a pitching moment, drives. Vehicle according to one of claims 1 to 11, characterized in that - an anti-roll device ( 106 ; 206 ), wherein - the anti-roll device ( 106 ; 206 ) kinematically parallel to the spring unit ( 111 ) is arranged and / or - the anti-roll device ( 106 ; 206 ) two pendulum elements ( 106.5 . 106.6 ; 206.5 . 206.6 ), which an instantaneous pole of a rolling movement of the car body ( 102 ) define. Vehicle according to one of claims 1 to 12, characterized in that - an actuator device ( 107 ), wherein - an actuator device ( 107 ) is designed to be controlled by a control device ( 122 ) a transverse deflection of the car body ( 102 ) with respect to the chassis in a vehicle transverse direction. Vehicle according to one of claims 1 to 13, characterized in that it is designed as a vehicle for high-speed traffic at a rated operating speed above 250 km / h, in particular above 350 km / h. Spring device for a vehicle, in particular a rail vehicle, characterized in that it is used as the spring device ( 108 ; 208 ) of a vehicle ( 101 ; 201 ; 301 ) is designed according to one of claims 1 to 14.

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